Method of and apparatus for operating suction-actuated devices in connection with the suction passage of an internal-combustion engine



Nov. 12, 1929. c. s. BRAGG ET AL 1,735,630

METHOD OF AND APPARATUS FOR OPERATING sucnou ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE 7 OF AN INTERNAL COMBUSTION ENGINE Filed Feb. 2'5, 1925 6 Sheets-Sheet 1 m fg Qmvsmof mx mkg Mk ATTORNEY Nov. 12, 1929. c. s. BRAGG El AL 1,735,630

METHOD OF AND APPARATUS FOR OPERATING SUCTION ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL COMBUSTION ENGINE Filed e 1925 6 Sheets-Sheet 2 7 M3 'INVIENTORS QM, mm

ATTORNEY 1929- c. s. BRAGG ET AL METHOD OF AND APPARATUS FOR OPERATING SUCTION ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL COMBUSTION ENGINE Filed 1925 6 Sheets-Sheet ""IIIIIIIIIIIIIIIIIIII;

INVENTORS mwfib. M"

7. K g ATTORNEY 12,1929- c. s. BRAGG Er AL l',735,630

METHOD OF AND APPARATUS FOR OPERATING SUCTION ACTUATBD DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL COMBUSTION ENGINE Filed Feb. 26, 1925 6 Sheets-Sheet 4 1929. c. s. BRAGG ET AL METHOD OF AND APPARATUS FOR OPERATING SUCTION ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL COMBUSTION ENGINE Filed Feb. 26, 1925 6 Sheets-Sheet 5 Nov. 12; I929. c. s. BRAGG ET AL 1,735,630

METHOD OF AND APPARATUS FOR OPERATING SUCTION ACTUATED DEVICES IN CONNECTION WITH THE SUCTION PASSAGE OF AN INTERNAL COMBUSTION ENGINE Filed Feb. 25, 1925 6 Sheets-Sheet 6 INVENTORS ATTORNEY Patented Nov. 12, 1929 UNITED STATES PATENT OFFICE CALEB S. BRAGG, OF PALM BEACH, FLORIDA, AND VICTOR W. KLIESRATH, OF PORT WASHINGTON, NEW YORK, ASSIGNORS TO BRAGG-KLIESRATH CORPORATION, OF LONG ISLAND CITY, NEW YORK, A CORPORATION OF NEW YORK METHOD OF AND APPARATUS FOR OPERATING SUCTION-ACTUATED DEVICES IN CON- NECTION WITH THE SUCTION PASSAGE OF AN INTERNAL-COMBUSTION ENGINE Application filed February 26, 1925. serial No. 11,683.

Our invention consists in the novel features hereinafter described reference being had to the accompanying drawings which illustrate several embodiments of the same, selected by us for purposes of illustration and the said invention is fully disclosed in the following description and claims.

Our invention relates to the operation of a vacuum or suction operated device deriving its suction or rarification from a connection with the suction passage of an internal combustion engine connected thereto, preferably between the throttle valve of the engine and the cylinders, as at the intake manifold, and has for its object the prevention of any interference with the operation of the engine under the control of its throttle valve by the operation of the suction actuated device. To this end our invention comprises the method of and apparatus for automatically fuelizing the air withdrawn from the suction actuated device and delivered into the suction passage of the engine when the suction actuated device is operated and air is being withdrawn from the suction actuated device in such quantities that if admitted to the suction passage without being fuelized, it would be likely to interfere with the action of the engine and stall it if idling, thereby putting an end to the suction upon which the operation of the suction actuated device depends, and at the same time preventing delivery of fuel into the pipe or passage, connecting the suction actuated device with the suction passage of the engine when the suction actuated device is not in operation, and air is not flowing therefrom into the suction passage of the engine (at which time the suction or rarification in said pipe, or passage, is at maximum) or according to the preferred form of my invention, when air is passing through the said pipe, or passage, in such small quantities as will not, if not fuelized, affect materially the operation of the engine.

In carrying our invention into effect, we provide the suction pipe, or passage, leading from the suction actuated device to the suction passage of the engine, with a fuelizing or carbureting means entirely separate in its operation from the main or engine carburetor which furnishes explosive charges to the cyllnders under normal operation and under the control of the throttle valve. This separate fuelizing or carbureting means is automatically responsive only to conditions arising in the said suction pipe, or passage from the operation, or due to the operative or inoperative condition of the suction actuated device, and is in no sense a part of or an adjunct to the mam or engine carburetor, although it may in some instances be supplied with liquid fuel therefrom, or from the same source of supply which furnishes fuel to the main or engine carburetor, and although it may in some instances be structurally combined with the main or engine carburetor. In other instances the said separate fuelizing means may be supplied with fuel from an independent source, or may derive its fuel by collecting liquid excess fuel deposited from the explosive charges Within the suction passage of the engine and withdrawn therefrom.

According to our invention, therefore, the said separate fuelizing or carbureting device is inoperative, and liquid fuel is prevented from being discharged into said suction pipe, or passage, except when the suction actuated device is operated and air is passing therefrom to the suction passage of the engine, in such quantities that if not fuelized, it would interfere with the operation of the engine or stall it if idling, in which case the air will be fuelized and reach the suction passage of the engine as an explosive mixture, and will be admixed with the explosive mixture passing therethorugh from the main or engine carburetor, so that if any change in the operation of the engine is effected by the operation of the suction actuated device, it would rather tend to slightly accelerate rather than retard the operation of the engine, and in the preferred form of our invention specifically claimed herein, this tendeiicy toward acceleration is prevented by correspondingly diminishing the supply of explosive mixture from the main or engine carburetor, when the suction actuated device is operated.

Our invention also comprises certain novel features of construction and combination of parts hereinafter fully disclosed and particularly pointed out in the claims.

Referring to the accompanying drawings in which we have shown several embodiments of our invention, selected by us for purposes of illustration,

Fig. 1 is a diagrammatic view showing an installation in an automotive vehicle comprising an internal combustion engine, brake mechanism for the vehicle, and a vacuum operated power actuator for the brake mechanism. and having our present invention embodied therein.

Fig. 2 is an enlarged sectional view of one form of power actuator which may be conveniently employed in an installation of this kind.

Fig. 3 is an enlarged detail sectional view of a form of valve mechanism for such actuator illustrated in Fig. 2.

Fig. 4 is an enlarged view of certain parts illustrated in Fig. 1, showing the intake manifold, the main carburetor connected therewith, and the auxiliary carburetor in the suction line from the intake manifold to the power actuator for the brake mechanism.

Fig. 5 is a view similar to Fig. 4, representing a slight modification of our invention, in which the liquid fuel is admitted into the connecting pipe under the control of a vacuum operated valve.

Fig. 6 is an enlarged sectional view of the diaphragm valve.

Fig. 7 is a view similar to Fig. 5, showing another slight modification of our invention.

Fig. 8 is an enlarged sectional View of the carbureting device shown in Fig. 7.

Fig. 9 is a view similar to Fig. 8, showing a slight modification of the carbureting de- VlCe.

Fig. 10 represents another slight modification of our invention, in which the means for supplying liquid fuel to the air withdrawn from the brake actuating mechanism is formed as a part of the main carburetor and supplied with liquid fuel from the float chamber thereof.

Fig. 11 is a view similar to Fig. 2, showing another modification of our invention, in which deposited liquid is drained from the intake manifold and conducted to a trap located in the pipe leading from the manifold to the brake actuating mechanism.

Fig. 12 is a view similar to Fig. 5, portions being illustrated in section, showing the manifold itself provided with traps for collecting deposited liquid fuel, the pipe leading from the vacuum brake mechanism being connected to said manifold traps.

Fig. 13 is a sectional view of the main carburetor and adjacent part, illustrating a slightly modified form of our invention, shown in Fig. 8, for automatically further closing the throttle valve beyond its normal limit, as well as supplying fuel when air is 13. 1g. 15 is a sectional view illustrating another modified form of auxiliary carbureting device which we may employ in carrying out our invention.

Fig. 16 is a horizontal section of the passage leading from the carburetor to the intake manifold, provided with a special fuel inlet passage for idling, and showing an improved form of throttle valve, especially adapted for use in connection with our present invention, in closed position.

Fig. 17 is a vertical sectional view on line 17-17 of Fig. 16.

Fig. 18 is a view similar to Fig. 17, showing another form of throttle valve.

Fig. 19 is a vertical sectional view on line 19-19 of Fig. 18.

Fig. 20 is a view similar to Figs. 17 and 19, showing a form of throttle valve adapted for use in connection with a passage not provided with a separate fuel inlet passage for idling.

In Fig. 1 we have illustrated our invention applied in connection with an automotive vehicle propelled by an internal combustion engine, and having a vacuum, or suction, operated device, for operating the brake mechanism of the vehicle. In this figure, 1 represents the cylinder of a power actuator of the kind illustrated in our former application for Letters Patent of the United States filed Jan. 5, 1925, and given Serial No. 506. The cylinder is provided with a double acting piston, 3, hollow piston rod, 5, which is connected by link, 73, to brake lever, 72, for operating an ordinary brake mechanism, diagrammatically indicated in Fig. 1, and comprising in this instance a brake band, 71, brake drum, 70, so that the movement of the piston in one direction applies the brake, and in the opposite direction, releases the brakes. The hub of the actuator piston is provided with reversing valve mechanism operated by a longitudinall movable valve actuating rod, 20, exten ing therethrough and through the hollow piston rod, 5, and projecting from the opposite end of the cylinder through a suitable stufling box, said valve mechanism being so constructed as to place one end of the cylinder in communication with a suction line to the intake manifold of the engine, and the other end of the cylinder in connection with the atmosphere, and vice versa, according as the valve actuating sleeve is moved in one direction or the other, said valve mechanism being illustrated in detail in Fig. 3. The valve sleeve is divided approximately centrally of its length by an internal plug or partition, 23, the rear portion, to the right in Fig. 2, being connected with the atmosphere through an aperture, 5", in the hollow piston rod, and the opposite end of the valve sleeve, 20. being connected to a suction pipe, 26, extending to the manifold, 61, of the internal combustion engine, 60, said suction pipe, 26, being provided with a check valve, 65. In the form of the actuator herein shown, the air is normally exhausted from the cylinder, 1, on both sides of the piston when the enginc is running, and the piston is in the at rest position, so that the cylinder itself serves also the purpose of a vacuum storage space, and obviates the necessity of providing an extraneous suction or vacuum tank. This is :u-complished in this instance by providing the head of the cylinder against which the hub of the piston comes to rest when the actuator is in the off or normal position, at the right in Fig. 2, with a passage, or passages, 42, communicating with a recess, 42*, in which is located a valve seat, 42, engaged by a movable valve, 42, the valve seat, 42, being connected by a pipe, 42 with the opposite side of the cylinder, so that the valve, 42, when in closed position, cuts off communication between the recess, 42, and the interior of the cylinder on both sides of the piston. The valve seat, 42 is also provided with a part connected by a branch pipe. 42 with the suction pipe, 26, so as to connect the suction pipe with the cylinder on both sides of the piston when the valve, 42 is opened. The valve, 42 is provided with a retracting Spring, 42', and is operated by a ring, 42, provided with one or more projections, 42, extending into the cylinder far enough to be struck by the piston head when the piston returns to its normal position, so as to insure the opening of the valve, 42. The projections, 42 may conveniently extend loosely through the passages. 42*, as shown in Fig. 2, in which case the passages, 42*, will serve the double purpose of communuicating passages and guiding apertures for the projections, 42*, or separate passages, 42*, may be provided.

The valve sleeve, 20', is operatively connected with a foot lever, or other operator operated device, indicated at 74, and provided with a retracting spring, 75. The specific details hereinbefore described are clearly set forth in the prior application above referred to, and as they form no part of our present invention. they will not be more particularly Y described herein.

66 represents the main carburetor having the main air intake, 67, and gasoline supply pipe, 68. 69 represents the usual throttle valve of the engine. In Fig. 4, we have illustrated an enlarged view of the intake manifold, 61, and adjacent parts, and have shown one embodiment of our invention whereby the air withdrawn from the actuator is mixed with liquid fuel to form an explosive mixture before it enters the intake manifold, for the purpose of preventing the dilution of the explosive charge, and interference with the operation of the engine, as before set forth.

As shown in this figure, we provide the suction pipe, 26, with a separate carburetor entirely independent in its operation from the main or engine carburetor, indicated at 76, which in this instance is provided with the float chamber, 77, provided with the usual float, 7 7 controlling the usual float valve, 77. gzhe float chamber, 77, is connected by pipe,

auxiliary carburetor is provided with the usual Venturi pipe, 78, connected in the suction line pipe, 26, at both ends and provided with the usual jet or atomizing nozzle, 7 9, communicating with the float chamber, 77. Whenever air is withdrawn from the actuator by suction of the manifold, such air will be mixed with atomized liquid fuel in the Vonturi pipe, and will pass on through the check valve, 65, into the manifold as combustible mixture, and will there mix with the combustible mixture passing through the main carburetor, 66, in the ordinary way. In order to prevent the gasoline from being forced through the jet 79, into the pipe, 26, by the atmospheric pressure on the float chamber, 77, when the air in the pipe, 26, and the actuator cylinder has been exhausted by the partial vacuum in the intake manifold, which is constantly maintained by the check valve, and when, no air is flowing through the pipe, 26, it is desirable to equalize the pressure above the liquid in the float chamber, 7 7 and that in the pipe, 26. For this purpose, we provide in this instance, an air tight cover, 80, for the float chamber, 7 7 and connect the float chamber above the liquid level by a branch pipe, 81, with the pipe, 26, as shown, so that the presence of any rarification or varying conditions of rarification in the pipe, 26, will be accompanied by a similar condition above the liquid in the float chamber and no liquid fuel will be forced by unequal pressures through the atomizing nozzle. We prefer to connect the equalizing pipe, 81, to the top of the float chamber, 7 7, immediately over the float. When air is drawn from the actuator through the suction pipe, 26, and through the separate carburetor, there will naturally be a decrease in the degree of rarification within the suction pipe and carburetor, or in other words, an increase of pressure. This increase of pressure will be felt first by the discharge orifice of the nozzle, 79, of the carburetor, and an appreciable instant later, in the float chamber, where it will cause a slight depression of the float, 77*, thereby exerting a slight downward pressure on the liquid, which will impel the liquid fuel toward the nozzle, and thus overcome any tendency of such increase of pressure to hold or drive the liquid back by the discharge with the gasoline feed pipe, 68, and the orificelof the nozzle, which might otherwise result. i

The pressure equalizing pipe and connections between the auxiliary and main carburetor fuel chambers are not specifically claimed herein, as they form the subject matter of a divisional application filed by us on the 11th day of June, 1926, and given Serial No. 115,162.

In Figs. 5 and 6, we have shown a slight modification of the apparatus illustrated in Fig. 4. In this figure the intake manifold is indicated at 161, the main carburetor at 166, provided with the air intake, 167, and the gasoline supply pipe, 168. 169 represents the throttle valve. 126 represents the suction pipe, provided with the check valve, 165, and in this instance the pipe, 126, is provided with two branches, 126 and 126, connected to the manifold at two separate points, although this is not essential. In this instance we have shown inserted in the suction pipe, 126, a separate carbureting device for the suction pipe from the suction actuated device, consisting of a hollow body or easing,'176, provided with an aperture closed by a flexible diaphragm, 17 7, operatively connected with a stem, 178, of a valve, 180, which when a condition of rarification exists within the suction pipe, seats in a valve seat at the upper end of a nozzle, 179, said nozzle being connected by a branch pipe, 177 with the float chamber of the main carburetor, 166, but located above the fuel level in said float chamber to prevent flow of fuel through the nozzle when the motor is not running. \Vhen the diaphragm is in normal, or retracted position, the valve, 180, will be raised from its seat. In the operation of this form of our invention, when the air is substantially completely exhausted from the actuator, so that a condition of rarification exists, in the pipe, 126, no appreciable quantity of air will be passing through the pipe, and the diaphragm, 177, will be flexed inwardly, closing the valve, 180, upon its seat, and preventing any discharge of gasoline from the auxiliary nozzle, 179. When air is passing through the pipe, 126, from the operation of the actuator to the in take manifold, there will be a varying decrease in rarification within the pipe, 126, which permits the diaphragm to partially or completely return to its normal position, raising the valve, 179, from its seat and permitting the liquid fuel to enter the carbureting device, and mix in proportion with the amount of air passing therethrough, so that the air exhausted from the actuator reaches the intake manifold as a component part of an explosive mixture.

The check valve, 165, is preferably located in the suction pipe, 126, between the separate carbureting device and the actuator (as shown in Fig. 5) instead of between the auxiliary carburetor and the intake manifold for the following reasons. If the check valve were located between the separate carburetor and the intake manifold, when the engine was stopped, a rarified condition would be maintained Within the separate carburetor for a considerable period. So long as the condition of rarification existed, the valve, 178, would be held closed, but as air would eventually leak into the carburetor and vacuum pipe, the degree of rarification would gradually decrease and a point would be reached, at which the diaphragm, 177, would be relieved and would rise sufliciently to open the valve; 177, While a certain dcgree of rarification still existed within the separate carburetor. It would follow, therefore, that the atmospheric pressure in the float chamber supplying the separate carburetor would cause gasoline to flow into the separate carburetor and suction pipe and flood the same. By locating the check valve as shown in Fig. 5, between the separate earburetor and the actuator, the pressure within the separate carburetor and the intake manifold, would immediately rise to atmospheric pressure when the engine is stopped, and the pressure within the carburetor, and within the float chamber supplying the same being equal, this flooding action would be prevented. With a check valve so located it may be desirable to locate the separate carburetor above the inlet into the intake manifold, in order that any liquid fuel which may flow out of the jet when the main throttle valve is partially open for long periods of time, will be drained into the intake manifold rather than collect in the suction passage to the actuator, although we prefer to always make the pipe leading from the separate carburetor to the actuator higher than the connection from the separate carburetor into the manifold in order that any fuel which may collect will be drained into the intake manifold instead of flowing down the suction passage into the actuator. If the check valve were located between the separate carburetor and the intake manifold, it would be necessary to connect the separate carburetor with the suction pipe between the check valve and the actuator, by an equalizing passage, 7 7*, in Fig. 4.

In Figs. 7 and 8 we have illustrated a slight modification of our invention, in which the liquid hydrocarbon is introduced into the air withdrawn from the vacuum 0 erated device, or actuator, by means of a different form of separate carbureting device, inserted in the vacuum or suction pipe and operating independently of the main or engine carburetor. In this figure, the par s corresponding to those already described, are indicated by the same reference numerals as in Fig. 4, with 200 added. The suction pipe, 226, is in this instance provided with the branch pipes, 226 and 226*, as in Fig. 5, and

the pipe, 226, is further provided with a separate carbureting device, 276, havin a valve seat, 276, disc valve, 276", provi ed with a guiding stem, 276, and carrying a needle valve, 276, normally held in engagement with a valve seat in a nozzle, 279, by a spring, 276, plus the weight of the valve or disc, 276". We prefer to have the nozzle, 279, adjustable longitudinally of its axis in the carbureting device, and it is'shown as threaded and screwed into a threaded aperture in the bottom of the separate carbureting device, and held in ad usted position by a set nut, 280. This nozzle is preferably adjusted to such a position that when the needle valve, 276, is' in closed position, the air valve, or disc, 276", will be held slightly off of its seat, as indicated in Fig. 8, and in fact is never permitted to directly engage its seat. The position of the jet or nozzle, 279, is so adjusted as to permit the amount of air to pass through, which can be assimilated in the intake manifold without stalling the motor while idling, without admitting liquid fuel from the nozzle, 279. If more than this amount of air is passed into the manifold the disc or valve, 276, will be raised, with the needle valve opening the j ct and permitting the air to pick up suflicient fuel from the nozzle which is connected by pipe, 277", with the float chamber, of the main or engine carburetor, 266, to form an explosive mixture. The space, which is always maintained between the metal disc or valve, 276*, and its seat, also permits'of a certain amount of pulsation of the air in either direction, without opening the jet valve, 276. Experiments have shown that such pulsations take place in the intake manifold and in the pipe, 226, and are specially noticeable in a four cylinder motor when fully throttled,and w' )lll] this provision for holding the disc or va e at all times slightly off of its seat, a vibration of the valve and the consequent opening and closing of the needle valve would result. It will be understood that the usual check valve will be used in the vacuum line where the form of carbureting device just described, is employed, said check valve being indicated in Fig. 7 at 265.

In Fig. 9 we have illustrated another slightly modified form of the separate carbureting device for the suction pipe similar to that shown in Fig. 8, and comprising a chamber or casing, 376, provided with a pivot valve, 376*, having pivoted thereto a gasoline valve, 376, engaging a seat in the upper end of an adjustable nozzle, 379, connected by a pipe, 377, with the float chamber of the main carburetor. The gasoline valve, 376 is provided with a pivot depend ing stem, 376 for insuring the seating of said gasoline valve. This device operates in exactly the same manner as the device illustrated in Figs. 7 and 8. The nozzle, 379,

is so adjusted as to hold the pivoted air valve, 376", in such position that it does not completely prevent the passage of air through the chamber, 376, thus permitting the passage of a small quantity of air therethrough, insuflicient to stall the engine, while idling, without opening the gasoline valve. When larger amounts of air are passed throu h the casing, 376, the valve, 376", will he opened, thereby opening the gasoline valve, 376, and permitting the air to take up suflicient amount of fuel to form an explosive mixture. It will be understood that this device illustrated in Fig. 9, will be used in conjunction with an ordinary check valve similar to that illustrated in Fig. 7.

The specific constructions illustrated in Figs. 7, 8 and 9, are not specifically claimed herein, as they form the subject matter of a divisional application filed by us on the 11th day ofJune, 1926,and given Serial No. 115,164.

In Fig. 10 We have illustrated another slight modification of our invention, in which the separate carbureting device for the suction pipe from the suction actuated device is constructed as an integral part of the main carburetor. In this .Igure the carburetor body is indicated a 466, provided with the usual Venturi tube, 466, float chamber, 466", gasoline feed pipe, 468, connected therewith, and having the usual atomizing nozzle, 466, connected by passage, 466, with the float chamber. At one side of the carburetor is an auxiliary carbureting chamber, indicated at 476, having a partition therein, provided with an aperture, indicated at 476, the said chamber being provided with a separate nozzle, 479, connected by a passage, 479, with the ssage, 466, leading from the float chamber, the said nozzle being provided with a seat for a needle valve, 476, on a longitudinally movable stem, 476, working in a guide in a removable cap, 476, and carrying a disc or valve, 476", which is acted upon by a spring, 476, in a direction to close the needle valve. The valve, 476", is held sightly off of its seat in the partition in said chamber, so as not to completely close the aperture, 476, by the engagement of the needle valve with its seat. 426 represents the suction pipe from the actuator or other vacuum operated device, which is connected with the chamber, 476, on the side of the partition opposite that occupied by the disc or valve, 476*, and the upper portion of the chamber, 476, is provlded with an aperture, 426*, communicating with the discharge passage, 466, of the main carburetor between the throttle valve and the cylinder ports or valves, here indicated at 469, said passage communicating directly with the intake manifold of the engine. The operation of the device illustrated in Fig. 10 is exactly the same as that previously described with reference to Figs. 7, 8 and 9, and need not be repeated and as in the other forms of the invention the separate carburetor acts entirely independently of the main or engine carburetor.

In Fig. 11 we have illustrated another slight modification of our invention, in which the air withdrawn from the actuator or other vacuum operated device, through the suction pipe, is enriched by liquid fuel drained from the intake manifold. It is well known that in the operation of an internal combustion engine using liquid fuel, a considerable quantit-y of liquid fuel beyond the actual requirements of the engine, is fed into-the intake manifold, and tends to collect on the walls of the intake manifold. This is particularly true where more than one cylinder is connected with a single carburetor, and there is therefore a division in the intake manifold resulting in a decrease of the velocity of the air sucked into the cylinders, after it has passed such a division point. Some of the fuel carried upward and suspended in the air at the points of higher velocity isdeposited on the walls of the intake manifold, at the points of decreased velocity. We, therefore, tap the bottom or lowest points of the manifold at such positions where the liquid fuel tends to collect and trap it for the purpose of mixing it with the a1r withdrawn from the actuator. In Fig. 11, the intake manifold is indicated at 561, the main carburetor at 566, and the throttle valve at 569, and the gasoline supply pipe for the main carburetor at 568. In this instance we have shown the manifold tapped at two points, where fuel could collect, indicated at 561 and 561*, on opposite sides of the central pipe communicating with the carburetor, and connected by pipes, 561 and 561 respectively, with the suction pipe, 526, from the suction operated device or actuator. In this pipe we prefer to locate a trap, indicated at 582, in which this liquid may collect, said trap being provided with a chamber or receptacle for this purpose, and having a depending intake pipe, 582, communicating with the adjacent portion of the suction line, 526, so that the air withdrawn from the actuator or other vacuum operated device will be passed through or in contact with the liquid fuel collected in said trap, thus forming an explosive mixture before reaching the intake manifold. It will be understood that the air passing through the pipe, 526, will pick up particles of liquid fuel from any portion of the pipe, 526, or branch pipes, 561 and 561, which may adhere to the inner walls thereof. The intermittent use of the brakes gives the fuel ample time to collect in the traps.

In Fig. 12 we have shown a modification of the arrangement illustrated in Fig. 11, for collecting deposited liquid fuel from the intake manifold and using it to carburet the air withdrawn from the suction actuated device In this figure, 661, represents the manifold, which is provided at one or more low points preferably two points on opposite sides of the connection with the carburetor, 666, with vaporizing traps, indicated at 661 and 661". These traps are in the form of pockets or depressions, and are conveniently provided each with a deflecting lip, 661, for deflecting the entering air from the actuator downward into intimate contact with the deposited liquid fuel so collected therein. These pockets or traps are connected by branch pipes, 661, with the suction line pipe, 826 The operation of this construction will be just the same as that previously described with reference to Fig. 11, the only difference being that the vaporizing traps are formed directly in or applied to the manifold itself, instead of being located at a distance therefrom.

In reference to the forms of apparatus illustrated in Figs. 11 and 12, it may be noted that the draining of the manifold would produce no injurious effect, but on the contrary would be definitely helpful to the operation of the motor, as it would insure the vaporizing of all of the liquid fuel carried into the manifold before it reaches the engine cylinder, and as a matter of fact, would obviate the necessity of using hot spots or auxiliary heating means for insuring the vaporization of all the liquid fuel carried into the manifold and now used for that purpose by many manufacturers in order to eliminate the collection of liquid fuel in the intake passage.

The embodiments of our invention by which the air withdrawn from the actuator is carbureted by fuel collected from the suction passage of the engine are not herein specifically claimed, as they form the subject matter of a divisional application filed by us on the 11th day of June, 1926, and given Serial No. 115,163.

In the embodiments of our invention heretofore described, when we mix fuel with the air drawn into the intake manifold in connection with the operation of the power actuator, there is a tendency for the motor to accelerate somewhat, and the admission of this air into the intake manifold, necessarily somewhat reduces the degree of rarification in the vacuum line, and also in the intake manifold. In order to overcome these ob jections, we may in some instances provide means controlled by the degree of rarificafigures, 766, represents the main or engine carburetor which it will be understood, is attached to the manifold in the same manner as indicated in Fig. 4, a portion of the manifold being indicated at 761. 7 69 indicates the throttle valve for the engine, provided with the usual operating lever, 769, and normally held in closed position by the usual retracting spring not shown). It is the usual practice to provide the throttle valve with an adjustable stop, so that it can be prevented from absolutely closing when in, what is termed the closed position of the throttle, and the throttle is adjusted so that when in its closed position just the desired amount of air and fuel will be drawn in to prevent stalling the engine. In this instance we have shown the throttle valve pivot or shaft provided with a stop arm, indicated at 769", and carrying an adjusting screw, 7 69, which engages the under side of a disc or flange, 783, on the upper end of a valve stem, 7 84, having a threaded portion extending throu h a threaded bushing in the center of a flexible diaphragm, 785, forming the cover or closure of a chamber, 776, which in this instance constitutes the separate carburetor for the suction pipe from the suction actuated device and is shown as an integral part of the main carburetor body, although this is not essential. The chamber, 776 communicates by an aperture, 7 76, with a passage, 726*, connected with the suction passage of the engine (i. e., the intake manifold, 761) above the throttle valve and provided with a Venturi tube as shown, and connected with the suction pipe, 726, and said passage is provided with the nozzle, 779, connected by passage, 777 with the passage supplying fuel to the main carburetor nozzle, 766, both receiving liquid fuel from the main carburetor float chamber, 766", by the passage, 766". The valve stem, 784, is provided at its lower end with a needle valve, 786, seating in the nozzle, 779, and normally held open by the resiliency of the diaphragm, 785, when no rarification exists within the chamber, 776 This needle valve can be adjusted with respect to the diaphragm and held in place by means of a set nut, 787. The parts are so adjusted that when the maximum rarification exists in the vacuum line 726 to the actuator, and in the chamber, 7 76, which is connected therewith, the diaphragm will be flexed inwardly, as indicated in dotted lines (Fig. 13), and the throttle valve will be maintained in its true normal closed position, indicated also in dotted lines, which is just a little short of being actually closed, thus seating the needle valve in the nozzle to prevent fuel flowing through under atmospheric pressure on the float chamber, and stopping the throttle valve in the idling position. This adjustment can be readily made when the motor is running and the actuator not in use, by adjusting the stem, 7 84, until the needle valve, 786, seats and then adjusting the set screw, 769, so as to hold the throttle valve in the desired idling position indicated in dotted lines when in that position. So long as there is a partial vacuum or rarifiea tion in the suction line to the actuator, the diaphragm, 785, will be flexed inwardly, as indicated in dotted lines, in Fig. 13, and the throttle valve will be arrested when closed, in proper position for idling the motor. When air is. exhausted from the actuator and passes through the vacuum pipe to the chamher, 776, on its way to the intake manifold,

as hereinbefore described, a varying decrease of rarification follows, permitting the diaphragm to straighten out, which raises the needle valve and permits liquid fuel to be mixed with the passing air, and the explosive mixture so formed, will pass into the intake manifold, as before described, and mix with the explosive mixture fromthe main carburetor, but as the needle valve is raised, the retracting spring of the throttle valve which operates in the direction indicated by the arrow in Fig. 13, will cause the throttle valve to be further closed beyond its normally closed position, for example, as indicated in the full lines in Fig. 13, thus reducing the amount of explosive mixture drawn into the manifold through the main carburetor, and preventing the acceleration of the motor, and also preventing the reduction of the partial vacuum or rarification in the intake manifold. It is obvious that the air from the actuator rushing through the suction pipe and through the chamber, 776, and collecting fuel, will permit of idling the engine during such times, with the throttle in a more fully closed position than would be possible under normal conditions when no air was passing from the carburetor to the manifold. From this construction it results that a higher degree of partial vacuum or rarification is maintained in the manifold, insuring better operation of the brake mechanism by the actuator, and at the same time, there will be less acceleration in the revolutions of the motor, while idling. As the diaphragm is connected to the throttle stop and also to the valve controlling the jet or nozzle, the closing of one takes place with the opening of the other, so that there is little danger of the motor stalling while idling, on account of the operation of this portion of the apparatus. As indicated in Fig. 14, which is a section on line 14-14 of Fig. 13, the ordinary Venturi tube is illustrated in the jet chamber, at 778. When there is maximum vacuum or rarifieation in the pipe line from the actuator, it will be understood that the jet will be closed by the needle valve, 786, preventing the fuel under atmospheric pressure from running into the Vcnturi pipe. The nozzle or the jet of the auxiliary carburetor must be higher than the fuel level in the float chamber to prevent leakage of fuel when I 5 I stop, in accordance with the degree of rarification in the vacuum line, and where other forms of auxiliary carbureting devices are employed, the nozzle, 779, and its connections, would naturally be omitted.

In Fig. 15 we have illustrated a slightly modified form of separate carburetor, which may be inserted in the suction pipe between the intake manifold and the actuator. This consists of a hollow body, 876, communicating at one end with the actuator and at the other end with the intake manifold and provided with a vacuum chamber, 87 6, communicating with the chamber, 876, by an aperture which is controlled by an air valve, 878, normally held in open position by a spring, 877, but adapted to be moved into and held in closed position when the pressure in the chamber, 876, exceeds that in the vacuum chamber, 876. The valve, 878, is provided with a needle valve, 880, for controlling the liquid fuel in the nozzle, 879, which is adjustably held in position by a compression nut, 879 frictionally engaging the nozzle and adapted to be screwed into a threaded recessed portion, 876 of the separate carburetor body, so as to clamp it upon the nozzle. This construction permits of the longitudinal adjustment of the nozzle, 879, with respect to the needle valve, 880, without interfering with the connection between the needle valve and the liquid fuel supply therefor, which may be the fioat chamber of the main carburetor, as in Fig. 4, or a separate liquid fuel supply pipe or passage.

In the form illustrated in Fig. 15, the needle valve, 880, is normally held closed by the spring, 877, as long as the pressures in the vacuum chamber, 876, and the chamber, 876, of the separate carburetor are equal. When a partial vacuum is created within the separate carburetor chamber, 876, and the suction pipe leading to the actuator, the air in the vacuum chamber, 876*,will also be exhausted and the needle valve will be held closed. Small quantities of air passing through the suction pipe and separate carburetor, insufiicient to effect the operation of the engine, will not exert sufficient force on the air valve, 87 8, to move it upwardly against the spring, 877, but larger amounts of air, with their accompanying drop in rarification, will exert sufficient force on the inner face of the air valve to compress the spring and enable the valve, 878, to close the communication between the vacuum chamber, 876*, and the chamber, 876 of the separate carburetor, and cause it to remain in that position, lifting the needle valve and opening the jet, which will remain open and permit the carburetion of the air passing through the separate carburetor until the degree of rarification in the suction pipe has again been increased to the point where the spring will overcome the slight difference of pressure between that in the chamber of the separate carburetor and that in the vacuum chamber, 876, when the spring will force the air valve into open position and close the needle valve. Any air that may have leaked into the vacuum chamber, 876, will be exhausted therefrom.

The specific construction illustrated in Fi 15 is not claimed specifically herein, as it forms the subject matter of a divisional application filed by us on the 11th day of June, 1926, and given Serial No. 115,165.

The air valve is not constructed air tight in order that the air in the vacuum chamber may be readily exhausted and also to prevent the air valve from being held in the raised position for more than a few seconds after the motor has been stopped, as it may take considerable time for atmospheric pressure to fill the actuator cylinder and the connecting pipe during which time considerable liquid fuel might otherwise flow out of the jet into the passage.

Figs. 16 and 17 represent an improved form of throttle valve, which we find it convenient in some instances to employ in connection with the separate means for carbureting the air withdrawn into the intake manifold from a vacuum actuated device, as a power actuator. In this instance, 966 represents the passage leading from the main or engine carburetor chamber to the intake manifold, in which the pivot fed throttle valve, 969, is mounted. In this instance the wall of the passage is shown as provided with an auxiliary liquid fuel inlet, 966,forsupplyingthe necessary fuel when the engine is idling, said liquid fuel passage discharging into the passage, 966 above the closed position of the throttle valve. The throttle valve is shown as provided with an aperture, 969", which is in this instance located closely adjacent to the delivery orifice of the liquid fuel passage, 966, and said aperture is normally closed by a yielding or spring actuated valve, 969. In this construction the throttle valve is permitted to close when the engine is idling and the suction or vacuum in the intake manifold, assuming that the actuator is not in operation, will open the auxiliary yielding valve, 969, in the throttle valve, so as to supply air to mix with the liquid fuel from the auxiliary fuel inlet, 966 and provide the explosive charges for the engine. Whenever air is drawn into the manifold from a vacuum operated device, as the power actuator connected therewith in suflicient quantity to effect the operation of the engine, and cause said air so admitted to be carbureted by any of the separate carburetors hereinbefore described, so that the suction in the manifold falls below the degree of rarification normally present while idling, the auxiliary sprmg valve, 969", will close and the motor will be operated by the'explosive mixture received from the actuator without theacceleration which would result if the opening in the throttle valve remained as before with a normal idling opening. As soon as the manifold ceases to receive fuelized air from the actuator, the vacuum in the manifold will be increased to the normal amount for idling, and the auxiliary spring valve, 969", will again open to admit the proper amount of gaseous m1xture from the main carburetor. While we refer the form of throttle valve illustrated in Figs. 16 and 17 we have also shown slight modifications thereof in Figs. 18 and 19, and Fig. 20.

In Figs. 18 and 19, 1066", represents the assage from the main carburetor to the intafie manifold provided with the auxiliary fuel inlet, 1066, and 1069 represents the throttle valve, which in this instance, instead of being provided with an aperture closely adjacent to the said auxiliary fuel inlet, is provided with an aperture, 1069, at some distance therefrom, said aperture being closed by an auxiliary valve 1069", and normally held in closed osition by a spring, 1069, the throttle valve ing rovided wlth a deflector plate, 1069 for de ecting the air or gas drawn from the openig, 1069", when the valve is in open position toward the auxiliary fuel inlet. The deflector or shield may be rovided with an aperture, or recess, 1069 miiacent to the auxillary fuel inlet, as shown. The operation of the device shown in Figs. 18 and 19 is exactly the same as that previously described with reference to Figs. 16 and 17, in all substantial respects.

Fig. 20 represents a slight modification of the construction of the throttle valve previously described with reference to Figs. 16 to 19, inclusive, and adapted for use especially Where the passage 1166, leading from the main carburetor to the intake manifold is not provided with an auxiliary fuel inlet passage for idling. In this case the throttle valve, indicated at 1169, is provided with an aperture 1169, normally closed by an auxiliary valve, 1169", held in closed position by a spring, 1169". When the throttle valve is closed, to idle the engine, and the actuator is not being operated, the suction in the manifold will cause the auxiliary valve 1169, to open sufliciently to draw from the main carburetor explosive mixture for the explosive chargesoftheengine. Whentheactuatorisoperated and air withdrawn therefrom through the separatecarburetor enters the intake manifold in sufficient quantities to supply the idling mixture, the valve, 1169.", will close and the engine will be operated by the mixture produced by the air withdrawn from the actuator and fuelized by the separate carburetor, which may be of any type herein shown.

The specific constructions illustrated in Figs. 16 to 20, inclusive, are not s ecifically claimed herein, as they form the su 'ect matter of a divisional application filed y us on the 11th day of June, 1926, and given Serial No. 115,166.

What we claim and desire to secure by Letters Patent is 1. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection operating independently of the engine carburetor, and provided with a controlling valve for preventing the admission of fuel to said connection when said valve is closed, and means for automatically regulating said valve to open the same when air withdrawn from the suction actuated device is passing through said connection in quantities sllflicient to materiallly affect the operation of the engine if not fuelized, and to maintain said valve closed at all other times when the engine is in operation.

2. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection operating independently of the engine carburetor, and provided with a valve for preventing the admission of fuel to said suction connection when the valve is closed, and automatic regulating means for said valve operated by variations in the degree of the rarification within said suction connection, foropening said valve when air is passing from the suction actuated device through said suction connection in suflicient quantities to materially affect the operation of the engine, if not fuelized, and to maintain said valve in closed position at all other times when the engine is in operation.

3. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said assage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection operating independently of the engine carburetor, and provided with a controlling valve for preventing the admission of fuel to said connection when said valve is closed, and means for automatically regulating said valve to open the same when air withdrawn from the suction actuated device is passing through said connection in quantities sutficient to materially affect the operation of the engine if not fuelized, and to maintain said valve closed at all other times when the engine is in operation, and operative con nections between said automatic regulating means and the throttle valve for decreasing the normal supply of combustible mixture from the engine carburetor, in proportion to the quantity of fuelized air admitted to the suction passage from said suction connection, to prevent accelerating the engine by the operation of the suction actuated device.

4. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducin fuel into said suction connection operating independently of the engine carburetor, and provided with a valve for preventing the admission of fuel to said suction connection when the valve is closed, and automatic regulating means for said valve operated by variations in the degree of rarification within said suction connection, for opening said valve when air is passing from the suction actuated device through said suction connection in suflicient quantities to materially aifect the operation of the engine, if not fuelized, and to maintain said valve in closed position at all other times when the engine is in operation, and operative connections between said automatic regulating means and the throttle valve for decreasing the normal supply of coinbustible mixture from the engine carburetor, in proportion to the quantity of fuelized air admitted to the suction passage from said suction connection, to prevent accelerating the engine by the operation of the suction actuated device.

5. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection operating independently of the engine carburetor, and provided with a controlling valve for preventing the admission of fuel to said connection when said valve is closed, and means for automatically regulating said valve to open the same when air withdrawn from the suction actuated device is passing through said connection in quantities sufficient to materially affect the operation of the engine if not fuelized, and to maintain said valve closed at all other times when the engine is in operation, and a movable stop operatively connected with said regulating means for variably limiting the closing movement of the throttle valve to decrease the normal supply of combustible mixture passing through said suction passage from the engine carburetor, in proportion to the quantity of fuelized air admitted to the suction passage from said suction connection, to prevent accelerating the engine by the operation of the suction actuated device.

6. The combination with an internal combustion engine provided with a section passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection operating independently of the engine carburetor, and provided with a valve for preventing the admission of fuel to said suction connection when the valve is closed, and automatic regulating means for said valve operated by variations in the degree of rarification within said suction connection, for opening said valve when air is passing from the suction actuated device through said suction connection in sufficient quantities to materially affect the operation of the engine, if not fuelized, and to maintain said valve in closed position at all other times when the engine is in operation, and a movable stop operatively connected with said regulating means, for limiting the closing movement of the throttle valve to decrease the normal supply of combustible mixture from the engine carburetor to the suction passage in proportion to the quantity of fuelized air admitted to the suction passage from said suction connection, to prevent accelerating the engine when the suction actuated device is operated.

7. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection, operable independently of the engine carburetor, and comprising among its members a fuel nozzle, a needle valve therefrom, and a flexible dia hragm operatively connected with said needle valve and having one face exposed to atmos heric pressure and the other face exposed to t e ressure within said su ction connection, an constructed to hold said valve normally closed when the engine is'running and the suction actuated device is inoper at1ve, to prevent the dischar e of fuel from said nozzle, and to permit sai valve to'open when air is passing through said suction connection from the suction actuated device to the suction passage of the engine in sufficient quantities to materially interfere with the operation of the engine, if not fuelized, to fuelize said air and prevent interference with the operation of the engine or stalling it if idlin by the operation of the suction actuate device.

8. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection, operable independently of the engine carburetor, and comprising among its members a fuel nozzle, a needle valve therefor, and a flexible diaphragm operatively connected with said needle valve and having one face exposed to atmospheric pressure and the other face exposed to the pressure within said suction connection, and constructed to hold said valve normall closed when the engine is running and the suction actuated device is inoperative, to prevent the discharge of fuel from said nozzle, and to permit said valve to open when air is passing through said suction connection from the suction actuated device to the suction passage of the engine in sufficient quantities to materially interfere with the operation of the engine, if not fuelized, to fuelize said air and prevent interference with the operation of the engine or stalling it if idling, by the o eration of the suction actuated device, an means operatively connected with said diaphragm for decreasing the normal supply of combustible mixture from the engine carburetor to the suction passage, in proportion to the quantity of fuelized air passing from said suction connection into the suction passage of the engine, to prevent accelerating the engine by the operation of the suction actuated device.

9. The combination with an internal combustion engine provided with a suction passage, an-engine carburetor connected therewith for normally supplyingthe explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection, operable independently of the engine carburetor, and comprising among its members a fuel nozzle, a needle valve therefor, and a flexible diaphragm operatively connected with said needle valve and having one face exposed to atmospheric pressure and the other face exposed to the pressure within said suction connection, and constructed to hold said valve normally closed when the engine is running and the suction actuated device is inoperative, to prevent the discharge of fuel from said nozzle, and to permit said valve to open when air is passing through said suction connection from the suction actuated device to the suction passage of the engine in sufiicient quantities to materially interfere with the operation of the engine, if not fuelized, to fuelize said air and prevent interference with the operation of the engine or stalling it if idling, by the operation of the suction actuated device, a variable stop operatively connected with said diaphragm, and a part connected with the throttle valve for engaging said stop and limit the closing movement of the throttle valve, for decreasing the normal supply of combustible-mixture from the engine carburetor to the suction passage, in proportion to the quantity of fuelized air admitted to the suct1on passage from said suction connection, to prevent accelerating the engine by the operation of the suction actuated device.

10. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a; throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection, operable independently of the engine carburetor, and comprising among its members a fuel nozzle, a needle valve therefor, and a flexible diaphragm operatively connected with said needle valve and having one face exposed to atmos heric pressure and the other face expose to the pressure within said suction connection, and constructed to hold said valve normally closed when the engine is running and the suction actuated device is inoperative, to prevent the discharge of fuel from said nozzle, and to permit said valve to open when air is passing through said suction connection from the suction actuated device to the suction passage of the engine in suflicient quantities to materially interfere with the operation of the engine, if not fuelized, to fuelize said air and prevent interference with the operation of the engine or stalling it if idling, by the operation of the suction actuated device, a variable stop operatively connected with said diaphragm, a part connected with the throttle valve, said part and stop being provided the one with an adjustable part for engaging the other, to

decrease the normal supply of combustible air removed from said servo-motor, fuelizing said air only when the amount delivered to said suction passage fromsaid motor would materially affect the operation of the engine, and positively regulating the amount of fuel delivered to the air in accordance with the quantity withdrawn from said servo-motor.

12. The method of operating a servo-motor by the suction induced in the suction passage of an internal combustion engine, which consists in delivering to said suction passage all air removed from said servo-motor, fuelizing said air only when the amount delivered to said suction passage from said motor would materially affect the operation of the engine, positively regulating the amount of fuel delivered to the air in accordance with the quantity withdrawn from said servo-motor, and reducing the quantity of combustible mixture supplied for normally operating the engine in proportion to the air from the servomotor which is fuelized and admitted to the suction passage, whereby the engine is prevented from racing when the servo motor is operated.

13. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected there with for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, an open suction connection therefrom to said suction passage, means for introducing fuel into the air passing through said connection, means for interrupting the introduction of fuel by said fuel introducing means when no air is flowing through said connection and substantially maximum rarification exists therein.

14. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to said engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, an open suction connection therefrom to said suction passage, means for introducing fuel into said suction connection in proportion to the quantity of air passing through said connection from the suction actuated device, and means for preventing the operation of said introducing means when insufficient air is flowing through said connection from the suction actuated device to the suction passage to materially affect the operation of the engine.

15. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, an open suction con nection therefrom to said suction passage,

means for introducing fuel into said suction connection operating independently of the engine carburetor, and provided with means for automatically regulating the delivery of fuel therefrom in proportion to the quantity of air passing through said suction connection, whereby the delivery of fuel into said suction connection when air is not passing therethrough in sufficient quantities to materially affect the operation of the engine is prevented.

1,6. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducing fuel into said suction connection operating independently of the en ine carburetor, and provided with a controlling valve for preventing the admission of fuel to said connection when said valve is closed, and means for automatically regulating said valve to open the same when air withdrawn from the suction actuated device is passing through said connection in quantities sufiicient to materially affect the operation of the engine if not fuelized, and to maintain said valve closed at all other times when the engine is in operation, and means operatively controlled by the position of said controlling valve for decreasing the normal supply of combustible mixture from the engine carburetor in proportion to the quantity of fuelized air passing from the suction actuated device to the suction passage, to prevent the operation of the suction actuated device from accelerating the speed of the engine.

17. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, a suction connection therefrom to said suction passage, means for introducin fuel into said suction connection operating independently of the engine carburetor, and provided with a valve for preventing the admission of fuel to said suction connection when the valve is closed, and automatic regulating means for said valve operated by variations in the degrees of rarification within the said suction connection, for opening said valve when air is passing from the suction actuated device through said suction connection in suflicient quantities to materially affect the operation of the engine, if not fuelized, and to maintain said valve in closed position at all other times when the engine is in operation, and means operatively controlled by the position of said valve for decreasing the normal supply of combustible mixture from the engine carburetor in proportion to the amount of fuelized air passing rom said suction connection into the suction passage, to prevent accelerating the speed of the engine.

18. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying the explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, an open suction connection therefrom to said suction passage, means for introducing fuel into the air passing through said connection, means for interrupting the introduction of fuel by said fuel introducing means when no air is flowing through said connection and substantially maximum rarification exists therein, and means for diminishing the normal supply of combustible mixture from the engine carburetor in proportion to the quantity of fuelized air admitted from said suction connection to the suction passage.

19. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying explosive charges to the engine at all speeds, and a throttle valve for controlling said passage, of a suction actuated device, an open suction connection therefrom to said suction passage, means for introducing fuel into said suction connection, means for automatically interrupting the action of the fuel introducing means when air is not being withdrawn from the suction actuated device in sufficient quantities to materially affect the operation of the engine, and means for controlling said throttle valve to decrease the normal supply of combustible mixture from the engine carburetor in proportion to the quantity of fuelized air discharged from said suction connection into the suction passage whereby acceleration of the engine is prevented when the suction actuated device is operated.

20. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying exploslve charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, an open suction connection from said suction actuated device to said suction passage, means for introducing fuel into said suction connection independent of the engine carburetor, and means actuated by differentials of pressure for regulating the amount of fuel delivered to said suction connection in pro ortion to the amount of air passing through suction actuated device to the suction passage.

21. The combination with an internal combustion engine provided with a suction passage, an engine carburetor connected therewith for normally supplying explosive charges to the engine at all speeds, and a throttle valve controlling said passage, of a suction actuated device, an open suction connection from said suction actuated device to said suction passage, means for introducing fuel into said suction connection independent of the engine carburetor, means actuated by differentials of pressure for regulating the amount of fuel delivered to said suction connection in proportion to the amount of air passing through said connection from the suction actuated device to the suction passage, and means for automatically controlling the throttle valve in proportion to the air passing through the suction connection.

22. The method of operating an intermittently operated servo-motor by the suction induced in the suction passage of an internal combustion engine, which consists in constantly maintaining communication between the servo-motor and said suction passage, and fuelizing the air withdrawn from said servo-motor only when the amount withdrawn therefrom and delivered to the suction passage would materially affect the operation of the engine.

23. The method of operating an intermittently operated servo-motor by the suction induced in the suction passage of an internal combustion engine, which consists in constantly maintaining communication between said servo-motor and said suction passage, and automatically fuelizing the air withdrawn from said servo-motor in the operation of the same.

24. The combination with an internal combustion engine having an intake passage, a suction actuated device, and a constantly open suction connection between the suction actuated device and said intake assage, of a fuel nozzle arranged to deliver uel to said connection, and means associated with said nozzle and actuated by variations in pressure in said connection for controlling the supply of fuel to said connection.

25. The combination with an internal combustion engine having an intake passage, a suction actuated device, and a constantly open connection between the suction actuated device and said intake passage, of a fuel nozzle arranged to deliver fuel to said connection, and a valve arranged to be actuated said connection from the by variations in pressure in said connection to control the flow of fuel from said nozzle.

26. In combination, an internal combustion engine having an intake manifold and carburetor connected therewith, an intermittently operated suction actuated device derivin its source of suction from the engine mani old and having controlling valve mechanism, a constantly open connection between the valve mechanism and the manifold, and means interposed in the connection for automatically fuelizing the air Withdrawn from the actuator when the valve mechanism thereof is operated to produce a power stroke of the actuator.

27. In combination, an internal combustion engine having an intake manifold and carburetor connected therewith, a suction actuated device deriving its source of suction from the engine manifold and having controlling valve mechanism, a constantly open connection between the valve mechanism and the manifold, means interposed in the connection for fuelizing the air withdrawn from the actuator when the valve mechanism thereof is operated to produce a power stroke of the actuator, and means for preventing flow of fuel except when the actuator is operated.

In testimony whereof we affix our signatures.

CALEB S. BRAGG. VICTOR W. KLIESRATH. 

